Derailment safety device for railway-trucks.



F.. RCKERT. DEEAILMENT SAFETY DEVICE EOE RAILWAY TEUoKs.

APPLICATION FILED FEB. 7, 1908.

Patented Jan. 4, 1910.

2 SHEETS-SHEET 1,

F. RCKERT.

DBRAILMENT SAFETY DEVICE FOR RAILWAY TRUCKS.

APPLICATION FILED IBB. 7, 1908.

94:5, 1.40. Patented Jan. 4, 1910. 2 SHEETS-'SHEET 2. f/Q

UNITED STATES PATENT OFFICE.

FREDERICK RCKERT, 0F PHILADELPHIA, PENNSYLVANIA, ASSIGNOR OF ONE-HALF T0 CHARLES OKANE, OF PHILADELPHIA, PENNSYLVANIA.

DERAILMENT SAFETY DEVICE FOR RAILWAY-TRUCKS.

Specication of Letters Patent.

Application iled February 7, 1908. Serial No. 414,810.

Patented Jan. 4, 1910.

To all whom it may concern:

Be 1t known that I, FREDERICK ROKERT,

a citizen of the United States, and a resident of Philadelphia, in the county of Philadelphia and State of Pennsylvania, have invented new and useful Improvements in a Dei-ailment Safety Device for Railway- Trucks, of which the following is a specilication.

My invention relates to a safety device for car trucks, and has for its object to provide a means whereby should the wheels of a coach or locomotive jump the track the said coach or locomotive will not be thrown off of the road-bed, or even the track, but will be guided along the rails until the train is brought to a stop.

With these objects in view my invention consists in the combination and arrangement of parts as will be hereinafter more fully described and claimed, and illustrated in the accompanying drawings, it being understood that changes in the form, proportion, size, and minor details may be made within the scope of the claim without departing from the spirit or sacrificing any of the advantages of my invention.

In the accompanying drawings, Figure l is a plan view of a railway track showing a car truck on the rails, and after it was derailed; Fig. 2 is a side elevation; Fig. 3 is a front elevation; Fig. 4 is a bottom view of a t-ruck provided with my derailment device; and Fig. 5 is a detail view of my safety device.

Similar figures refer to similar parts throughout the various views.

A railroad track 11, of a road-bed 12, consists of ties 10, supporting rails 9, 9, for wheels 3, of trucks 2. The wheels 3, are mounted on axles 4, journaled in boxes 5, which are joined by braces 6, fastened to transverse timbers 7. The timbers 7, support a car-body 8, over a board 23. Blocks 13, are mounted under the truck 2, at right angle to the timbers 7, and are provided with lu s 21, over which the timbers 7, are mounted. The blocks 13, extend from axle to axle, without coming in contact with the axles and are close to the wheels on the inside of the rails. The blocks 13, are provided with holes 17, for bolts 18, and are joined together by bars 15, and with timbers 7, by braces 20, which are fastened to timbers 7, by bolts 19. The blocks 13, are provided with flanges 14, projecting downward, and have curved surfaces 16, facing the wheels 3.

If the car is running from the full line p0- sition, to the dotted l1ne position, as shown in Fig. 1, should become derailed while crossing the gap 22, and a Wheel should get through the gap and continue on the outside of the rail, the block 13, would come down on top of the rail, and its downwardly projecting flange 14, would press against the side of the rail and the truck would be prevented from getting off the track, while the curved surface 16, would guide the truck on the rails. As the blocks 13, extend from axle to axle and are mounted close to the wheels on the inside of the track, the truck would thus always continue on the track, even should the wheels leave the rails.

Having thus described my invention, what I claim as new and desire to protect by Letters Patent, is-

In combination with a railway vehicle truck provided with wheels, running on rails and mounted on axlesl provided with journal boxes braced on transverse timbers, a derailment safety device, su ported from said timbers at right angles tllereto, and consisting of two blocks mounted between the wheels and at right angles to the axles of the said wheels and extending from axle to axle, having surfaces for sliding over the rails, flanges projecting downwardly from the blocks for sliding alongside of the rails, and rovided with curved surfaces for guidin t e wheels alongside the rails.

n testimony whereof I have hereunto signed my name to this specification in the presence of two subscribing witnesses.

FREDERICK RCKERT. Witnesses:

M. E. HAMER, H. M. EHLING. 

